DE102015205837A1 - Motor vehicle and operating method - Google Patents

Abstract

A motor vehicle (10) is described with a motor (11) for driving the motor vehicle (10) and a control unit (15) for controlling the motor (11) and for determining an actual status (Si) of the motor (11). The engine (11) has a combustion chamber (17) and an injector (22). The injector (22) comprises a plurality of releasable for the flow of fuel outlet openings for injection of the fuel into the combustion chamber (17). The control unit (15) is designed to selectively release the outlet openings of the injector (22) as a function of the actual status (Si) of the engine (11). In addition, an operating method (50) for operating the motor vehicle (10) is claimed.

Description

The present invention relates to a motor vehicle having an engine with a multi-hole injector for injecting fuel into a combustion chamber of the engine and an operating method for operating a motor vehicle.

In the prior art devices and methods for direct injection of fuel into the combustion chamber are known. In particular, multi-hole injectors are used to produce a desired distribution of the fuel in the combustion chamber.

The AT 403615 B shows an air-compressing, valve-controlled internal combustion engine for auto-ignition unwanted fuels, with a multiple injection ports injector for direct injection of fuel into a combustion chamber provided in the piston, and arranged in the central region of the combustion chamber spark plug, and also with devices to the incoming combustion air to a swirling motion To give.

From the US 2009/0025680 A1 also shows a multi-hole injector for gasoline direct injection engines and a control method. The multi-hole injector includes an axially movable valve member, a valve seat member having a valve seat for the valve member, a plurality of fuel injector holes whose outlets are provided on an outer surface of the valve seat member, and inlets are provided on an inner side of the valve seat member to a center side of the valve seat member opposite to the valve seat one of the inclined axes has a greater inclination angle than the inclination angle of any of the other inclined axes, and wherein the injector is attached to the engine such that the nozzle hole having the largest inclination angle axis among the nozzle holes is fuel toward a near-center of a cylinder head of the engine mounted spark plug squirts or in the vicinity of it.

The WO 2009/127850 A1 discloses a fuel injector. The fuel injector mountable in a corresponding combustion chamber having a chamber ceiling and a chamber wall comprises a nozzle body with a nozzle main axis; a first outlet opening having a first axis, a second outlet opening having a second axis, and means for controlling the fuel supply through the first and second outlet openings. The means for controlling the fuel supply comprise an inner valve needle and an outer valve needle, and are arranged to allow delivery of the fuel from only the first exhaust port or both, the first and the second exhaust port in common. The first and second exhaust ports are aligned such that in operation, while fuel delivery is permitted only through the first exhaust port, a first spray formation is injected along the first axis. The first injection formation extends along a first desired distance below the chamber ceiling at a radial distance from the nozzle main axis. While the fuel delivery through both outlet ports is allowed in concert, the first and second spray formation are respectively injected along the respective first and second axes to be merged outside the injector in such a way as to provide a combined injection formation with a third axis. The combined injection molding runs at a second nominal distance below the chamber ceiling and with the radial nominal distance to the nozzle main axis. It essentially corresponds to an injection formation emerging from a single opening with a larger diameter than the first outlet opening.

The WO 2011/056909 A2 describes a fuel injector. This includes a housing with a bore defining a fuel channel. The injector further includes a variable range injector assembly comprising a pintle with a conical head and a pintle spring connected to the housing. The trunnion spring urges a tip of the spigot to close against an exit port of the housing such that application of pressurized fuel within the housing causes the spigot to move. Above a threshold pressure, the pressurized fuel causes the conical head to move out of contact with the exit port of the housing. This, in turn, provides a corresponding variable range for the passage of the pressurized fuel through the exit orifice around the conical head of the pin. The injector further includes a vortex generator configured to create a vortex of the flow of pressurized fuel through the fuel passage, the passage being upstream of the exit port.

The WO 2009/067495 A2 discloses a combustion method and an internal combustion engine for carrying out the combustion process. In this case, a variable fuel injector is used, which has means for generating variable jet angles. Smaller beam angles are provided for early injections and larger ones for late injections.

The JP 2007-285205 A shows a method in which a scattering angle of the injected fuel is changed during fuel injection in a stratified charge mode, so that a part of the injected fuel is directed at a high angle and with a weak puncturing force in the direction of a spark gap of a spark plug, while the injected fuel with a small scattering angle and strong puncture force is not directed to the spark gap of the spark plug.

The JP 2009-047151 A discloses an injector having a plurality of needle valves associated with injection ports having different jet angles. For injection, one of the two types of needle valves is selected.

The CH 353935 A describes a method for cold starting a high-speed diesel engine with lying in the piston rotating body-shaped combustion chamber and obliquely outside the middle arranged in the cylinder cover nozzle in which the fuel applied as a film on the wall of the combustion chamber and at the same time the incoming air is given such a rotational movement, that thereby the Fuel in vapor form is gradually detached from the wall, mixed and burned.

The DE 2513588 A1 shows an injection nozzle for a direct injection air-compressing internal combustion engine having at least one injection bore at the nozzle head, is injected through the fuel into the combustion chamber of the internal combustion engine. Means are provided for influencing the combustion noise, by means of which the fuel from the injection nozzle is hosed down during operation of the internal combustion engine only in one direction, in which the fuel is substantially wall-distributed with a short jet, and on the other hand is sprayed only or additionally in one direction in which the fuel is air-distributed with a long jet.

The US 2013/0214063 A1 is directed to a nozzle for injecting liquid. The nozzle comprises a nozzle body defining a circumferential flow channel and a vortex chamber in fluid communication with the flow channel. An injection point opening is defined in the vortex chamber. The flow channel opens into the vortex prechamber to impart a tangential flow component to fluids entering the vortex prechamber to create a vortex at a jet output through the injection point port.

The present invention has for its object to provide a motor vehicle and an operating method, with which an improved direct injection is made possible.

This object is achieved with a motor vehicle according to claim 1 and an operating method according to claim 7. Advantageous developments of the invention are specified in the subclaims and described in the description.

The motor vehicle according to the invention comprises a motor for driving the motor vehicle and a control unit for controlling the motor and for determining an actual status of the motor. The engine has a combustion chamber and an injector. The injector includes a plurality of fuel-releasable outlet ports for injecting the fuel into the combustion chamber. The control unit is designed to selectively release the outlet openings of the injector as a function of the actual status of the engine.

This advantageously makes it possible to adapt the direct fuel injection to different states of the engine and thus to operate the motor vehicle both more efficiently and more gently.

According to the invention, the injector has a front outlet opening for producing a front lobe extending along a front lobe axis, a central outlet opening for generating a center lobe extending along a middle lobe axis and a rear outlet opening for generating a rear lobe extending along a rear lobe axis. The three outlet openings can also be present multiple times.

With the various outlet openings, it is possible to produce different combinations of fuel lobes in different configurations and thus to cope with different situations of the motor vehicle.

In addition, the lobe axes according to the invention run obliquely to each other and do not intersect in the combustion chamber.

Thus, a mutual influence of the generated clubs remains as low as possible.

In an advantageous embodiment of the motor vehicle according to the invention, the injector is designed to release all the outlet openings simultaneously in a normal configuration. In this case, the control unit is designed to put the injector in the normal configuration when the actual status is a normal status.

This can be used to create an efficient mixture of fuel and air.

In a further advantageous embodiment of the motor vehicle according to the invention, the injector is designed to release only the front outlet opening in a cold start configuration, while the remaining outlet openings are not released are. In this case, the control unit is designed to put the injector in the cold start configuration when the actual status is a cold start status.

Since the front lobe aims in the direction of the spark plug, there can be produced a swath with a rich fuel-air mixture, which advantageously leads to a rapid increase in temperature of the adjacent parts. The design in such a way that the middle and the rear outlet opening can be kept closed, makes it possible to use the applied fuel pressure solely for the generation of the front lobe. This in turn offers the possibility of faster atomization of the fuel in the combustion chamber.

In a further advantageous embodiment of the motor vehicle according to the invention, the injector is designed to simultaneously release the front outlet opening and the central outlet opening in a catalytic converter configuration, while the remaining outlet openings are not released. In this case, the control unit is designed to put the injector in the Katheiz configuration when the actual status is a Katheiz status.

By designing in such a way that the hind lobes are not generated, a higher injection pressure is available than when generated by all outlet openings. In addition, it is hereby possible to generate a layer charge in the combustion chamber. The Katheiz configuration also reduces humidification of the piston.

In a further advantageous embodiment of the motor vehicle according to the invention, the injector is designed to release the central outlet opening and the rear outlet opening simultaneously in a high-speed configuration, while the remaining outlet openings are not released. In this case, the control unit is designed to put the injector in the high-speed configuration when the actual status is a high-speed status.

By means of this embodiment, it is possible to prevent the high velocity of the intake air prevailing at high rotational speeds from directing the fuel swath against the combustion chamber wall. With the high-speed configuration, it is also possible to avoid moistening the combustion chamber wall and concomitant oil dilution.

In a further advantageous embodiment of the motor vehicle according to the invention, the injector is designed to release the front outlet opening and the rear outlet opening simultaneously in a low-load configuration, while the remaining outlet openings are not released. In this case, the control unit is designed to put the injector in the low load configuration when the actual status is a low load status.

This makes it possible to exercise a stable stratified charge operation.

In the operating method according to the invention for operating a motor vehicle with an injector which has a plurality of selectively releasable outlet openings for injecting pressurized fuel into a combustion chamber of the engine, an actual status of the engine is determined in a status determination and the outlet openings of the injector Dependence of the actual status is released in different configurations differing in the composition of the outlets open for the passage of fuel.

As a result, the direct fuel injection is advantageously adapted to different conditions of the engine and its efficiency and its lifetime increased.

According to the invention, with the fuel, by releasing a front exhaust port of the injector, a front lobe is created along a front lobe axis, by releasing a center exhaust port of the injector a center lobe along a center lobe axis, and by releasing a rear exhaust port of the injector a rear lobe along a rear lobe axis.

By generating the fuel lobes in various configurations, beneficial injection images are generated for the respective states of the engine.

In addition, according to the invention, the lobe axes are generated in such a way that the lobe axes extend obliquely relative to one another and do not intersect in the combustion chamber.

This prevents that the clubs influence each other unfavorably.

In an advantageous embodiment of the operating method according to the invention, when a normal status of the engine has been determined, the front outlet opening and the middle outlet opening and the rear outlet opening are released simultaneously in a normal configuration.

This creates an efficient mix of fuel and air.

In a further advantageous embodiment of the operating method according to the invention, when a cold start status of the engine has been determined, in a cold start configuration, the front Outlet opening released while the remaining outlet openings are not released. The injection in the front lobe in the cold start configuration is made in particular at the earliest possible point in time of a compression stroke of the engine, to which a high temperature prevails in the combustion chamber.

This achieves a high injection speed and a rapid vaporization of the fuel.

In a further advantageous embodiment of the operating method according to the invention, when a Katheiz status of the engine has been determined in a Katheiz configuration, the front outlet opening and the central outlet opening released simultaneously, while the remaining outlet openings are not released.

As a result, the exhaust aftertreatment device is brought quickly to its operating temperature. In addition, the unwanted humidification of the piston is reduced by the Katheiz configuration.

In a further advantageous embodiment of the operating method according to the invention, when a high-speed status of the engine has been detected, in a high-speed configuration, the middle outlet and the rear outlet are simultaneously released, while the remaining outlet are not released.

This prevents the high velocity of the inlet air, which prevails at high speeds, from directing the fuel swath against the combustion chamber wall. As a result, moistening of the combustion chamber wall and an associated oil dilution are avoided.

In a further advantageous embodiment of the operating method according to the invention, when a low load status of the engine has been detected, in a low load configuration, the front exhaust port and the rear exhaust port are simultaneously released while the remaining exhaust ports are not released.

This produces a stable stratified charge operation.

Embodiments of the invention will be explained in more detail with reference to the drawings and the description below. Show it:

1 a motor vehicle according to the invention;

2 a normal configuration of an injector of the motor vehicle;

3 a cold start configuration of the injector;

4 a Katheiz configuration of the injector;

5 a high-speed configuration of the injector;

6 a low load configuration of the injector; and

7 an inventive operating method.

In the 1 is the motor vehicle according to the invention 10 outlined in an exemplary embodiment. The car 10 includes a motor 11 , which is a gasoline engine 11 is. In the 1 is an example of an embodiment with four combustion chambers 17 shown. The motor 11 can also have a different number of combustion chambers 17 and another arrangement of the combustion chambers 17 exhibit. The motor 11 is to drive the motor vehicle 10 trained and for this purpose in the usual way via a drive train 12 with wheels 13 of the motor vehicle 10 connected.

For deriving the operation of the engine 11 resulting exhaust gases, the motor vehicle has 10 , as is customary, via an exhaust system 29 , In the exhaust system 29 may be an exhaust aftertreatment device 30 , In particular, be arranged a catalyst.

The car 10 includes in particular a sensor unit 14 and one with the sensor unit 14 signal-conducting connected control unit 15 , The sensor unit 14 can also be in the control unit 15 be integrated.

The sensor unit 14 is formed, at least one operating size of the engine 11 capture. The sensor unit 14 For this purpose, at least one sensor for detecting a rotational speed of the engine 11 and / or a temperature of the engine 11 and / or a fuel pressure in a fuel supply line of the engine 11 and / or an exhaust gas temperature and / or a temperature of the exhaust aftertreatment device 30 and / or a period of time and / or a number of working cycles of the engine 11 exhibit.

The control unit 15 is formed, a current actual status Si of the engine 11 to determine. The actual status Si is in particular from the means of the sensor unit 14 Determined operating size determined. For the purposes of this invention, the engine 11 in particular, five different statuses, a normal status S1, a cold-start status S2, a Have katheiz status S3, a high-speed status S4 and a low load status S5.

Further, the control unit 15 trained an injector 22 of the motor 11 to control. Per combustion chamber 17 is at least an injector 22 intended. The injector 22 is for direct injection of fuel into the combustion chamber 17 educated. The injector 22 has a plurality of outlet openings, through each of which in a released state, fuel in the combustion chamber 17 can splash.

The injector 22 can be operated in different configurations K1, K2, K3, K4, K5. The various configurations K1, K2, K3, K4, K5 differ in the composition of the exhaust ports enabled for the flow of fuel. The injector 22 In particular, it includes five configurations, a normal configuration K1, a cold start configuration K2, a catalyst heating configuration K3, a high speed configuration K4 and a low load configuration K5.

The control unit 15 is formed the injector 22 set according to the detected actual status Si. This is the control unit 15 especially designed in such a way, the injector 22 when the normal status S1 is detected in the normal configuration K1, when the cold start status S2 is detected in the cold start configuration K2, when the catalytic heater status S3 is detected in the catalytic heater configuration K3, when the high speed status S4 is detected in to set the high-speed configuration K4 to the low-load configuration K5 when the low-load status S5 is detected,

In the 2 to 6 the various configurations K1, K2, K3, K4, K5 are exemplified. It is always the combustion chamber 17 in a plan view a and in a side view b along a longitudinal plane 40 shown. The top view corresponds to an XY plane and the longitudinal plane 40 corresponds to a ZY level.

The combustion chamber 17 is formed as a circular cylinder and extends along a longitudinal axis 41 , That is, the lateral surface of the circular cylinder, the combustion chamber 17 forms, runs parallel to the longitudinal axis 41 , The longitudinal axis is parallel to the Z-axis. The longitudinal plane 40 runs parallel to the longitudinal axis 41 , The combustion chamber 17 is laterally from a combustion chamber wall 16 limited. Above the combustion chamber 17 are in valve seats 18 intake valves 19 and exhaust valves 31 arranged. In addition, the injector 22 and a spark plug 20 above the combustion chamber 17 arranged. The injector 22 and the spark plug 20 lie in the longitudinal plane 40 and thus on the Y-axis.

The spark plug 20 is along a spark plug axis 21 arranged. As is usual, the spark plug protrudes 20 with her bottom in the combustion chamber 17 in order to operate the engine 11 To generate ignition sparks.

The injector 22 is connected to a fuel line, not shown, in which during operation of the engine 11 fuel under pressure. The injector 22 has several releasable outlet openings. Through the exhaust ports, when released, the fuel from the fuel line into the combustion chamber 17 injected. The injector 22 is configured to selectively release the exhaust ports, so for the duration of an injection process for the flow of fuel release. Techniques for selectively releasing exhaust ports are described in the prior art. For example, this can be done by a variation of the applied fuel pressure or by an actuation of closure elements.

The injector 22 is configured to fuel along each axis through each of the exhaust ports 26 . 27 . 28 in the combustion chamber 17 contribute. Along the axis 26 . 27 . 28 the fuel spreads in a club shape during the injection process. Each released outlet opening becomes a club 23 . 24 . 25 generated. Their club axes 26 . 27 . 29 are arranged at an angle to each other. The different configurations K1, K2, K3, K4, K5 of the injector 22 differ in the number and / or the arrangement of the injected clubs 23 . 24 . 25 , which is determined by the combination of the approved outlet openings. Each configuration K1, K2, K3, K4, K5 causes a different distribution of the fuel in the combustion chamber 17 ,

In the illustrated embodiment, the injector 22 six outlet openings, making it suitable for up to six of the clubs 23 . 24 . 25 to produce at the same time. The injector 22 has a front outlet opening for creating along a Vorderkeulenachse 26 training front lobe 23 over a central outlet opening for creating a line along a central lobe axis 27 training center club 24 and a rear exhaust port for creating a trailing lug axis 28 training hindleg 25 , especially in duplicate. The front lobe 23 extends along the front lobe axis 26 , the middle club 24 along the middle lobe axis 27 and the hind legs 25 along the hindleg axis 28 ,

The front lobe axis 26 is defined in the sense of the invention as the axis, which in a projection perpendicular to the longitudinal plane 40 compared to the middle lobe axis 27 and the hindlaw axis 28 has the largest angle to the Z-axis. The front lobe axis 26 thus has the flattest rise in the ZY plane. The front Outlet opening points in the direction of the spark plug 20 , The front lobe axis 26 cuts the spark plug axis 21 in a projection perpendicular to the longitudinal plane 40 as close as possible to the spark plug 20 ,

The hindleg axis 28 is defined in the sense of the invention as the axis which is in the projection perpendicular to the longitudinal plane 40 to an area below the inlet valve 19 is directed. The hindleg axis 28 may have a negative slope in the ZY plane.

The center lobe axis 27 is defined in the sense of the invention as the axis which is in the projection perpendicular to the longitudinal plane 40 between the front lobe axis 26 and the hindlaw axis 28 runs. In the XY plane, the center lobe axis points 27 compared to the front lobe axis 26 and the hindlaw axis 28 the steepest rise.

In the 2 is the injector 22 in normal configuration K1 during normal operation 57 shown. The injector 22 is designed to release in the normal configuration K1 the front outlet opening and the middle outlet opening and the rear outlet opening and thus the front lobe 23 and the middle club 24 and the hind legs 25 to produce at the same time.

In the 3 is the injector 22 in cold start configuration K2 during a cold start operation 58 shown. The injector 22 is configured to release in the cold start configuration K2 alone the front outlet opening and the front lobe 23 to create.

In the 4 is the injector 22 in the Katheiz configuration K3 during a Katheiz operation 59 shown. The injector 22 is designed to release in the Katheiz configuration K3 the front outlet opening and the middle outlet opening and thus the front lobe 23 and the middle club 24 to produce at the same time.

In the 5 is the injector 22 in high-speed configuration K4 during high-speed operation 60 shown. The injector 22 is designed to release in the high-speed configuration K4 the middle outlet opening and the rear outlet opening and thus the center lobe 24 and the hind legs 25 to produce at the same time.

In the 6 is the injector 22 in the low load configuration K5 during low load operation 61 shown. The injector 22 is designed to release in the low load configuration K5 the front outlet opening and the rear outlet opening and thus the front lobe 23 and the hind legs 25 to produce at the same time.

In the 7 is the operating method according to the invention 50 illustrated in an exemplary embodiment in a flowchart. The motor vehicle according to the invention 10 is trained, the operating procedure 50 perform.

After a start 51 is in a status determination 52 the actual status Si of the motor vehicle 10 certainly. Based on stored models and / or on the basis of at least one by means of the sensor unit 14 measured operating variable, the actual status Si is detected. As an operating variable, for example, a speed of the engine 11 and / or a temperature of the engine 11 and / or a fuel pressure in a fuel supply line of the engine 11 and / or an exhaust gas temperature and / or a temperature of the exhaust aftertreatment device 30 and / or a period of time and / or a number of working cycles of the engine 11 determined.

Subsequently, the actual status Si is in at least one status comparison 53 . 54 . 55 . 56 adjusted. It is determined whether the actual status Si one of several predefined statuses S1, S2. S3, S4, S5 corresponds. Depending on the result of the status comparison 53 . 54 . 55 . 56 becomes the injector 22 then before an end 62 of the operating procedure 50 in one of the modes 57 . 58 . 59 . 60 . 61 in a determined state S1, S2. S3, S4, S5 assigned configuration K1, K2, K3, K4, K5 operated.

In the embodiment of the operating method shown 50 will be four status reconciliations 53 . 54 . 55 . 56 , a cold start status comparison 53 , a Katheiz status comparison 54 , a high-speed status synchronization 55 and a low load status balance 56 carried out. The order of status comparisons 53 . 54 . 55 . 56 may differ from the one shown. In addition, it is conceivable additionally to perform a normal status comparison for determining the normal status S1.

In the cold start status synchronization 53 it is determined if the engine 11 is in the cold start state S2. The cold start status S2 relates in particular to the first working cycles of the engine 11 after a cold start. The motor 11 is in a cold start phase. A piston of the engine 11 and the combustion chamber wall 16 in this case have a cold temperature. In the cold start status synchronization 53 in particular, a temperature of the engine 11 and / or a speed of the motor 11 and / or an operating period of the engine 11 or a number of after the start already done work cycles of the engine 11 matched with at least one predefined value of the corresponding size. Returns the cold start status comparison 53 that is the engine 11 is currently in the cold start status S2, the injector 22 in the cold start configuration K2 in cold start mode 58 operated. In this case, only at least one of the front outlet openings is opened and the front lobe 23 generated. Other outlet openings are not opened and thus other legs are not generated. In the way it is in the 3 shown. As a result, the applied fuel pressure is exclusively for generating the at least one front lobe 23 available, reducing the front lobe 23 can be generated with a higher injection pressure. With the in the direction of the spark plug 20 aiming front lobe 23 will be in the area of the spark plug 20 creates a swath with a rich fuel-air mixture. The injection in the front lobe 23 in the cold-start configuration K2 is in particular at the earliest possible time of a compression stroke of the engine 11 made to which a high temperature in the combustion chamber 17 prevails to achieve a quick evaporation of the fuel.

In the Katheiz status comparison 54 it is determined if the engine 11 in the catalytic heater status S3. The catalytic heater status S3 relates in particular to the engine operation directly after the cold start phase. Cat heater status S3 is detected when the engine is running 11 is in a Katheizphase, in the fastest possible heating of the exhaust aftertreatment device 30 to be reached to an operating temperature. In the Katheiz status comparison 54 in particular, a temperature of the engine 11 and / or an exhaust gas temperature and / or a rotational speed of the engine 11 matched with at least one predefined value of the corresponding size. It is also possible for the temperature determination of the exhaust aftertreatment device 30 to use a stored data model. Returns the Katheiz status balance 54 that is the engine 11 currently in the catalytic heater status S3, the injector 22 in the Katheiz configuration K3 in Katheiz mode 59 operated. In this case, at least one of the front outlet openings and at the same time at least one of the central outlet openings are opened and thus the front lobe 23 as well as the middle club 24 generated simultaneously. The hind leg 25 is not generated. In the way it is in the 4 shown. The injection in the Katheiz configuration K3 is made in particular at a time after the piston has passed the top dead center. The spark is generated only in the exhaust stroke. By not creating the hind legs 25 is a higher injection pressure than in the generation of all possible lobes available. It is especially a stratified charge in the combustion chamber 17 generated. These measures reduce humidification of the piston.

In the high-speed status synchronization 55 it is determined if the engine 11 is in the high-speed status S4. The high-speed status S4 particularly affects phases in which the engine 11 running at high speeds. In the high-speed status synchronization 55 In particular, a speed of the engine 11 adjusted with at least one predefined speed. Returns the high-speed status alignment 55 that is the engine 11 currently in high-speed status S4, the injector 22 in high-speed configuration K4 in high-speed mode 60 operated. In this case, at least one of the central outlet openings and at the same time at least one of the rear outlet openings are opened and the center lobe 24 as well as the hind leg 25 generated simultaneously. In the way it is in the 5 shown. By this measure it is prevented that the prevailing at high speeds high speed of the intake air, the fuel swath against the combustion chamber wall 16 can direct. This will humidify the combustion chamber wall 16 and an associated oil dilution avoided.

In the low load status balance 56 it is determined if the engine 11 in the low load status S5. The low load status S5 affects phases in which a low load on the motor 11 is present, for example, at constant speed of the motor vehicle 10 without acceleration. In the low load status balance 56 In particular, a temperature and / or a rotational speed of the engine 11 matched with at least one predefined value of the corresponding size. Returns the low load status match 56 that's the engine 11 currently in low load status S5, the injector 22 in the low load configuration K5 in low load operation 61 operated. In this case, at least one of the front outlet openings and at the same time at least one of the rear outlet openings are opened and thereby the front lobe 23 as well as the hind leg 25 generated simultaneously. In the way it is in the 6 shown. By this measure, a stable stratified operation is generated.

In the operating procedure shown 50 becomes the normal status S1 of the engine 11 determined by the fact that the actual status Si of the engine 11 neither corresponds to the cold-start status S2, nor the catalytic heater status S3, the high-speed status S4 or the low-load status S5. A normal status comparison is also conceivable. The normal status S1 relates to phases of the engine 11 which do not correspond to any of the phases described above. In particular, it is a temperature and / or a speed of the motor 11 matched with at least one predefined value of the corresponding size. It is determined that the engine 11 currently in the normal state S1, the injector 22 in normal configuration K1 in normal mode 67 operated. In this case, at least one of the front outlet openings and at the same time at least one of the central outlet openings and at the same time at least one rear outlet opening are opened and thereby the front lobe 23 as well as the middle club 24 as well as the hind leg 25 generated simultaneously. In the way it is it in the 2 shown. This creates an efficient mix of fuel and air.

The operating procedure 50 especially for every injection process of the engine 11 run through.

LIST OF REFERENCE NUMBERS

10

 motor vehicle

11

 engine

12

 powertrain

13

 wheel

14

 sensor unit

15

 control unit

16

 Combustion chamber wall

17

 combustion chamber

18

 valve seat

19

 intake valve

20

 spark plug

21

 spark plug axis

22

 injector

23

 front leg

24

 central lobe

25

 back lobe

26

 Front beam axis

27

 Central lobe axis

28

 Behind the beam axis

29

 exhaust gas line

30

 exhaust treatment device

31

 outlet valve

40

 longitudinal plane

41

 longitudinal axis

50

 operating procedures

51

 begin

52

 status determination

53

 Cold start status adjustment

54

 Katheiz status adjustment

55

 High-speed status adjustment

56

 Low load state balance

57

 Normal operation

58

 Cold-start operation

59

 Katheiz operation

60

 High-speed operation

61

 Low-load operation

62

 The End

K1

 Normal configuration

K2

 Cold start Configuration

K3

 Katheiz configuration

K4

 High-speed configuration

K5

 Low load configuration

Si

 Actual Status

S1

 Normal status

S2

 Cold start status

S3

 Katheiz status

S4

 High Performance Status

S5

 Low load status

X

 X axis

Y

 Y-axis

Z

 Z-axis

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• AT 403615 B [0003]
• US 2009/0025680 A1 [0004]
• WO 2009/127850 A1 [0005]
• WO 2011/056909 A2 [0006]
• WO 2009/067495 A2 [0007]
• JP 2007-285205 A [0008]
• JP 2009-047151A [0009]
• CH 353935 A [0010]
• DE 2513588 A1 [0011]
• US 2013/0214063 A1 [0012]

Claims (12)

Motor vehicle ( 10 ) with a motor ( 11 ) for driving the motor vehicle ( 10 ) and a control unit ( 15 ) for controlling the engine ( 11 ) and for determining an actual status (Si) of the engine ( 11 ), the engine ( 11 ) a combustion chamber ( 17 ) and an injector ( 22 ), wherein the injector ( 22 ) several for the flow of fuel releasable outlet openings for injection of the fuel into the combustion chamber ( 17 ), wherein the injector ( 22 ) has a front outlet opening for producing along a Vorderkeulenachse ( 26 ) extending front lobe ( 23 ), a central outlet opening for creating a groove along a central lobe axis ( 27 ) extending center lobe ( 24 ) and a rear outlet opening for creating a trailing lobe axis ( 28 ) extending hindleg ( 25 ), wherein the club axes ( 26 . 27 . 28 ) obliquely to each other and in the combustion chamber ( 17 ), the control unit ( 15 ) is formed, the outlet openings of the injector ( 22 ) as a function of the actual status (Si) of the engine ( 11 ) selectively release. Motor vehicle ( 10 ) according to claim 1, wherein the injector ( 22 ) is configured, in a normal configuration (K1) to release all the outlet openings simultaneously, and wherein the control unit ( 15 ) is designed such that the injector ( 22 ) to the normal configuration (K1) when the actual state (Si) is a normal state (S1). Motor vehicle ( 10 ) according to claim 1 or 2, wherein the injector ( 22 ) is configured to release only the front outlet opening in a cold start configuration (K2), while the remaining outlet openings are not released, and wherein the control unit ( 15 ) is designed such that the injector ( 22 ) to the cold start configuration (K2) when the actual state (Si) is a cold start state (S2). Motor vehicle ( 10 ) according to one of claims 1 to 3, wherein the injector ( 22 ) is configured, in a Katheiz configuration (K3), to simultaneously release the front outlet opening and the middle outlet opening, while the remaining outlet openings are not released, and wherein the control unit ( 15 ) is designed such that the injector ( 22 ) in a Katheiz configuration (K3) when the actual status (Si) is a Katheiz status (S3). Motor vehicle ( 10 ) according to one of claims 1 to 4, wherein the injector ( 22 ) is configured to simultaneously release the central outlet opening and the rear outlet opening in a high-speed configuration (K4) while the remaining outlet openings are not released, and wherein the control unit ( 15 ) is designed such that the injector ( 22 ) in the high-speed configuration (K4) when the actual status (Si) is a high-speed status (S4). Motor vehicle ( 10 ) according to one of claims 1 to 5, wherein the injector ( 22 ) is configured to release the front outlet opening and the rear outlet opening simultaneously in a low-load configuration (K5) while the remaining outlet openings are not released, and wherein the control unit ( 15 ) is designed such that the injector ( 22 ) to the low load configuration (K5) when the actual status (Si) is a low load status (S5). Operating procedure ( 50 ) for operating a motor vehicle ( 10 ) with an injector ( 22 ) for injecting pressurized fuel into a combustion chamber ( 17 ) of the motor ( 11 ) has a plurality of selectively releasable outlet openings, wherein with the fuel by releasing a front outlet opening of the injector ( 22 ) a front lobe ( 23 ) along a front lobe axis ( 26 ), by releasing a central outlet opening of the injector ( 22 ) a middle club ( 24 ) along a central lobe axis ( 27 ) and by releasing a rear outlet opening of the injector ( 22 ) a hind leg ( 25 ) along a hind lobe axis ( 28 ), the club axes ( 26 . 27 . 28 ) are generated in such a way that the club axes ( 26 . 27 . 28 ) obliquely to each other and in the combustion chamber ( 17 ), whereby in the operating procedure ( 50 ) in a status determination ( 52 ) an actual status (Si) of the engine ( 11 ) and the outlet openings of the injector ( 11 ) are released depending on the actual status (Si) in different configurations (K1, K2, K3, K4, K5) different in the composition of the outlet openings enabled for the flow of fuel. Operating procedure ( 50 ) according to claim 7, wherein when a normal status (S1) of the engine (S1) 11 ), the front outlet opening and the middle outlet opening and the rear outlet opening are released simultaneously in a normal configuration (K1). Operating procedure ( 50 ) according to claim 7 or 8, wherein when a cold start status (S2) of the engine (S2) 11 ) has been established, in a cold start configuration (K2), the front outlet opening is released, while the remaining outlet openings are not released. Operating procedure ( 50 ) according to any one of claims 7 to 9, wherein when a catalytic converter (S3) status of the engine ( 11 ), in a catalytic heater configuration (K3) the front outlet opening and the middle outlet opening are simultaneously released, while the remaining outlet openings are not released. Operating procedure ( 50 ) according to one of claims 7 to 10, wherein, when a high-speed status (S4) of the engine (S4) of the engine ( 11 ), in a high-speed configuration (K4) the middle outlet and the rear outlet are simultaneously released while the remaining outlet are not released. Operating procedure ( 50 ) according to one of claims 7 to 11, wherein when a low load status (S5) of the engine (S5) of the engine ( 11 ), in a low load configuration (K5) the front outlet opening and the rear outlet opening are simultaneously released while the remaining outlet openings are not released.

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